Method of and apparatus for placing explosive charges



Nov. 19, 1935. c MATHEY r AL 2,021,632

METHOD OF AND APPARATUS FOR PLACING EXPLOSIVE CHARGES Filed Jan. 29, 1954 6 Sheets-Sheet 1 I ms 6;

' VEN o Pa Flew/1s- ATTORNEY Nov. 19, 1935. c A, MATHEY r AL 2 Q21,632

METHOD OF AND APPARATUS FOR PLACING EXPLOSIVE CHARGES Filed Jan. 29, 1934 e Sheets-Sheet 3 INVENTOR Q, wade/- A. #1051899, P L WIS. q

mam v 2 2,7

/7 ATTORNEY Nov, 19, 1935. Q MATHEY r AL 2,021,632

METHOD OF AND APPARATUS FOR PLACING EXPLOSIVE CHARGES Filed Jan. 29, 1934 6 Sheets-Sheet 4 'mon OF AND APPARATUS FOR PLACING EXPLOSIVE CHARGES Nov. 19, 1935. c. A. MATHEY ET AL Filed Jan. 29, 1954 6 Sheets-Sheet 5 mun PL lj ATTORNEY Nov. 19, 1935. C MATHEY r AL 2,021,632

METHOD OF AND APPARATUS FOR PLACING EXPLOSIVE CHARGES Filed Jan. 29, 1954 6 Sheets-Sheet 6 w, /47 I36 w /2 5/ [/4 us #4 m #6 ATTORN EY Patented Nov. 19, 1935 UNITED STATES PATENT orrica METHOD OF AND APPARATUS FOR PLAOIN G EXPLOSIVE CHARGES Chester A. Mathcy and .Paul F. Lewis, Tulsa, kla.; said Lewis assignor to American Glycerin Company, Wilmington, DeL, a corporatio Application January 29, 1934, Serial No. 708,839 6 Claims. (Cl. 102-5) This invention relates to a method of and apparatus for placing explosive charges in oil and other wells to disrupt the producing strata, to sever casing, tubing, drill pipe, etc., for purposes incidental to field practices, and has for its principal object to eliminate many "of the hazards common to setting of high explosive charges.

Other important objects of the invention are to indicate the nature and depth of fluids, gases, mechanical equipment, etc., through which the explosive charges are lowered, to positively determine when the explosive charge has reached its point of placement, and to indicate when the explosive charge has been released from the tor"- pedo hook which is attached to the lowering cable.

It is also an important object of the invention to centralize all of the above indications at a common point under direct observation of a single operator who is located at the controls of the reeling equipment, so that the events incidental to descent of the explosive charge are known to the operator to permit control of the reeling equipment in accordance with descent conditions encountered in the well.

Further objects of the invention are to provide reeling, braking and indicating mechanisms as a combined unit which may be readily transported from one well to another and which is serviceable for all of the. shooting operations encountered in well shooting practices.

Another important object of the present invention is to provide an improved braking means for positively retarding descent of the explosive charge whereby descent of the charge may be instantly controlled without causing damage to the torpedo shell or the lowering and braking mechanisms.

In accomplishing these and other objects of the invention, we have provided improved details of structure, the preferred form of which is illustrated in the accompanying drawings, wherein:

Fig. 1 is a side elevational view of our improved apparatus illustrating the lowering of an explosive charge into an oil well.

Fig. 2 is an enlarged detail perspective view of the reeling and controlling mechanism, as mounted on a motor driven vehicle, whereby the apv Fig. 5 is a cross sectional viewthrough the apparatus on the line 5-5, Fig. 3.

Fig. 6 is a cross sectional view on the line 8-8, Fig. 3.

Fig. 7 is a cross sectional view on the line l-l, 5 Fig. 3.

Fig; 8 is an enlarged detail perspective view of the reel clutch operating members shown in .disassembled spaced relation.

Fig. 9 is an elevational view partly in section 10 of the hydraulic mechanism for controlling and indicating descent velocity of the explosive bein lowered intothe well.

Fig. 10 is a cross sectional view through the hydraulic mechanism on the line I0l0, Fig. 9.

Fig. 11 is a detail sectional view through the clutch for effecting selective actuation of either the squib or torpedo reels.

Fig. 12 is a detail perspective view of the latch mechanism for retaining the clutch shown in Fig. 11 in engagement with either one of its engaging positions.

Fig. 13 is a detail vertical section through the mechanism for 'efiecting layer winding of the cable on the torpedo reel.

Fig. 14 is an enlarged detail view illustrating the follower and one end of the shaft for actuating the cable guide member.

Fig. 15 is a similar view showing the follower in position for being reversed to effect movement of the cable guide member in the opposite direction.

Fig. 16 is a detail perspective view of the 101- lower.

Fig. 17 is'a disassembled perspective view of the parts of the measure meter.

Fig. 18 is a central cross sectional view through the measure meter.

Fig. 19 is a detail sectional view through one of the rear wheels and axle oi the vehicle particularly illustrating the power take off mechanism for driving the reels.

Fig. 20 is a cross section. on the line 20-40, Fig. 19. I

Fig. 21 is a perspective view of the clutch parts of the power take ofi shown in disassembled spaced relation.

Referring more in detail to the drawings:

l designates a drill hole leading from the earths surface to an oil or other producing stratum 2, 3 a casing which has been lowered into the drill hole and 4 a, derrick forming a part ofthe equipment employed in drilling operations.

Many oil, gas or other productive strata are so hard and compact that the fluid contained pulley] is supported over the center of the well by a flexible cable 8' connected to a convenient support ID on the derrick, as clearly shown in Fig. 1.

In lowering the explosive into the well, it has been impossible for the operator to know the descent conditions as actually taking place Consequently, many premature explosions, are caused through loss of the torpedo shell, frictional engagement of the shell with the walls of the well, too rapid descent of the shell, and sudden engagement of the-shell with the bottom of the well brought about by mistakes in calculating the depth at which the explosive charge is to be placed.

It has also been impossible to accurately determine the amount of fluid or other stemming in the well in order that the correct amount of additional fluid may be injected into the well to confine the forces of the explosion to the strata 2 and prevent damage to the well casing 3.

Other causes which might result in complete loss of the well are failure to submerge gas bearing strata with fluid, or other stemming, sudden jars and jolts due to failure of the lowering mechanism, and sudden binding and release of the shells engaging obstructions in the well.

As above pointed out, it is the purpose of the present invention to provide a lowering mechanism wherein the descent conditions are-visibly indicated so that the operator can control the descent of the explosive accordingto conditions in the well. He can also determine the amount and kinds of fluid through which the explosive charge is being lowered, thereby preventing many of the hazards incidental to the shooting operation of a well.

Other jobs which may be encountered are to set explosive charges in casings, to sever portions thereof that have become wedged in the well as in thesalvaging of tubings and well casings from abandoned wells, releasing tools and many other operations requiring the accurate placement of explosive charges in the form of squibs, bombs, and the like.

In order to provide ready transport of the mechanism from one well to another, as well as to provide power for placement operations, the mechanism is mounted on a motor driven vehicle H and contained in a. housing l2 carriedat the rear of the vehicle in close proximity to the rear wheels thereof.

The housing l2 includes a base section l3 having an upwardly extending rear portion I4 to which is hinged a cover section l5 for exposing the operating mechanism, as clearly shown in Fig. 2, whe it is to be placed in use. The base portion l3 of the housing is mounted on longitudinal sills l6 and 11 supported in the rear compartment l8 of the vehicle and having their rear ends projecting therefrom and connected by a cross bar I9.

Carried in the bottom section l3 of the housing are spaced cross members 20, 2|, 22 and. 23 respectively forming supports for a power shaft 24 and a pair of reel shafts 25 and 26 extending in parallel relation with the power shaft, as best illustrated in Fig. 3.

adapted to be selectively connected therewith through clutch mechanism now to be described. Mounted on the shaft 26 between the bearings 29 and 30 and the adjacent disks 35 and are 15 clutch members 31 and 38. The clutch members include circular plates 33 arranged to engage the outer'faces of the-reel disks and having threaded hubs 40 provided with spline grooves ll to engage keys 42 on the shaft to fix the disks in 20 driving relation therewith. In order to increase frictional contact with the inner face of the clutch members with the outer face of the disks, they are provided with a lining material 43.

The clutch member 38 is rigidly retained 25 against longitudinal movement on the shaft by a sectional ring 44 fixed to the hub thereof by fastening devices 45 extending through openings in the ring and into threaded sockets in the hub, the inner periphery of the 'ring being 30 mounted in an annular groove 45 formed in. the

'- Threadedly mounted on the hub of the clutch member 38 is a ratchet ring 41 having .periph- 35 eral teeth 48 adapted to been'gaged by a pawl 49 pivotally mounted on a lug 50 extending upwardly from the bearing 30 for selectively pre-. venting rotation of the torpedo reel,as-later described.

The other clutch member 31 is slidably mounted on the shaft to be moved into and out of engagement with the clutch face on the disk 35 and to shift the reel so that the clutch face on the disk 36 engages the clutch face of the 45 member 38, the clutch member being actuated by means of a clutch lever actuating mechanism now to be described. 7

Threaded on the hub of the clutch member 31 is an adjusting nut 5| having an outer face 50 52 engaging a thrust bearing 53 mounted on the shaft 26 and engaging the flatface 54 of a col-- lar 55 having cam-portions 56 and 51 adapted to engage similar cam portions 58'and 59 on a collar 60. The collar 50 is sleeved on a tubular 55 extension 5| projecting from the side of the bearing 29 which also mounts the collar 55. Ex; tending from the periphery of the collar 59 is a ratchet segment 52 having teeth 53 adapted to be engaged by the pawl 64 of an-opcrating le- 60 ver 65 forming a part of the collar 55. The collar 6B is attached to the bearing 28 by a screw 66 extending through the ratchet segment 62 and into a lug 61 projecting upwardly from the periphery of the hearing, as best illustrated in 65 Fig. 8. The pawl 64 is slidably mounted in a. guide loop 58 carried on the lever 55 and is normally retained. in engagement with the teeth of lever, as at 12, and connected to the pawl by a link 13. i

It is thus apparent that when the lever is rocked in the direction of the arrow, Fig. 8, the cam portions 56 and 51 of the collar 55 will slide over the complementary cam portions 58 and 58 of the collar 68 to cause lateral shifting of the collar 55 and bearing 53, thereby moving the clutch member 31 into clutch engagement with the clutch face on the reel disk 35 and theclutch face -on the reel disk 36 into clutching engageme t with the clutch member 38 to effect rotatio of the reel by its shaft 26. The inner end oflthe reel shaft projects through the bearing 28 and carries an anti-friction thrust bearing 14 which is retained thereon by a driving sprocket 15 mounted on the reduced threaded extension 18 of the shaft.

In order to adjust movement of the clutch members upon actuation of the hand lever, the adjusting nut may be manipulated on the hub to vary relative spacing between the bearing 29 and the nut 5I. After adjustment, the nut is retained in fixed position by a spring pressed plunger 18 slidably mounted in an extension 88 on the adjusting nut and engageable in one of a series of openings 8| formed in the face of the clutch member 31, as best illustrated in Fig. 8.

The clutch members are preferably provided with lubricant through the bearings mounting the reel and the lubricant is retained by a packing ring 82 carried in the periphery of the clutch members and engaging the inner face of annular flanges 83 and 84 projecting outwardly from the faces of the reel disks.

The flange 83 is preferably of sufficient width to form a brake drum for mounting a brake band 85 that is pivoted on a bracket 88 carried by the floor I3 of the housing by means of a screw'extending through an ear 81 on the band and into the bracket 86. The ends of the band terminate in lateral ears 88 and 89 carrying a draw bolt 98 having a head 8I engaging the ear 88 and a nut 82 engaging the ear 88. The ends of the band are normally spread apart by a coil spring 93 sleeved on the draw bolt and having its ends engaging the respective ears so that the brake is normally retained in released condition.

In order to apply the brake band, the head 8I carries a lever 84 adapted to engage against the ear 88 to compress the spring 83 andto contract the band about the periphery of the brake drum. The lever 94 may be retained in braking condition by a pawl 85 carried thereby and releasably engaging rack teeth 88 formed on the head 8I of the draw bolt, as best shown in Fig. '1.

With the exception of the brake drum and size, the squib reel is of substantially the same construction as the torpedo reel, so that the parts thereof need not be described in detail, it being suffice to say that the squib reel is operable by a clutch lever 81 similar to the clutch lever 65 and the shaft 25 thereof is actuated by a sprocket 88 similar to the sprocket 15 on the shaft of the torpedo reel previously described.

In order to drive the reels for winding the cables thereon, we provide a driving mechanism operable by the motor of the vehicle, as now to be described.

Can'ied on the rear ends of the cross members 28 to 23, inclusive, are bearings 89,188, IN and I82 for rotatably mounting the power shaft 24 preferably including spaced sections I84 and I85 having their inner ends connected by a coupling rod I88, the rod I85 having threaded ends I81 and I88 engaging in threaded sockets I88 and I I8 formed in the ends of the shaft sections, as best illustrated in Fig. 11.

Rotatably mounted in the bearings I88 and IM and on the coupling rod I86 are sleeves III 5 and II2, each carrying sprocket wheels H3 and H4, respectively, which are provided with clutch faces H5 and H8 that are adapted to be engaged by a clutch member I I1. The clutch member H1 is slidably keyed to the rod I88 by a 10 spline II8, the clutchmember being provided with clutch faces H9 and I 28 for selectively engaging elther' one of the clutch faces H5 or 8, whereby either one or the other of the sprockets may be actuated, depending upon which one of the sprockets is engaged by the clutch member.

In order to move the clutch member to and from the respective sprockets, the clutch member is provided with an annular groove I2I for mounting an actuating yoke I22 that is fixed to a rod I23 reciprocably mounted in lugs I24 and I25 carried by the cross members 2I and 22, respectively.

The ends of the rod I23 project through the lugs and the end adjacent the lug I24 carriesa 25 head I26 by which the rod may be reciprocated to move the clutch member. The opposite end of the'rod projects through the lug I25 and is provided with a pair of annular grooves I21 and I28 adapted to be selectively engaged by a rocking 0 lever I28 that is pivoted on a bolt I38 carried by the lug I25 and has a notch I3I adapted to engage with the grooves I21 and I28 depending upon which one of the sprockets is engaged by the clutch. The outer ends of the shaft sections project beyond the bearings 89 and I82, through the end walls of the housing, and carry sprockets I32 and I33 that are driven by chains I34 and I35 connected with power take off mechanisms I38 40 mounted on the ends of each of the rear axles of the vehicle, as now to be described.

One of the power take off mechanisms is illustrated in Figs. 19, 20 and 21 and is shown as including an axle extension I31 threadedly mounted 4 on the end I38 of a rear axle I38. Fixed to the tapered portion I48 of the axle is a bearing sleeve I4I that is retained by the ends of the axle extension I31 engaging against an internal shoulder I42 formed in the bearing sleeve.

Rotatably mounted on the bearing sleeve are anti-friction bearing sets I43 and I44 which are retained against lateral movement by a collar I45 provided on the bearing sleeve and by a washer I 48 fixed to the inner end of the bearing sleeve.

Rotatably mounted on the bearing sets is a wheel hub I41 having an annular flange I48 for mounting the wheel hub housing I49 and the brake drum I58, as in conventional automotive practice. The outer end of the wheel hub carries an inwardly extending flange I5I engageable with the collar I45 of the bearing sleeve and is provided with clutch teeth I5I' adapted to be engaged by the teeth I52 on the clutch collar I52 that is slidably keyed on the bearing extension by splines I53. The clutch collar is actuated on the bearing sleeve by a nut I54 threaded on the bearing sleeve and rotatably connected with the clutch collar by means of a ring I55 fixed to the nut and engaged in an annular groove I55 9 in the collar, the nut being adapted for rotation by a suitable spanner wrench, not shown, engageable in sockets I54 in the periphery of the nut.

Fixed to the outer end of the bearing sleeve of 7 each power take of! is a sprocket I36 aligning with the sprockets I23 and I29 on the power shaft for operating the chains I34 and I36.

It is apparent that when the clutch collar I32 is moved into engagement with the teeth'IliI' on the wheel hub the wheel .hub will be eflective in driving the wheel of the vehicle but when the clutch collar is moved to disengaged position, the

bearing sleeve is free to rotate within the wheel hub without actuating the wheel of the vehicle. Consequently, when the chain's I34 and I35 are connected with the sprockets I56, the rear axles I33 of the vehicle may be utilized for operating the power shaft to effect operation ,of either one of the reels which are connected with the power shaft by chains I51 and I53 operating over sprockets H3 and 93 and over the sprockets H4 and 15, respectively.

when the clutch collar I52 is out of engagement with the wheel hub, the nut I54 is locked against rotation by a spring pressed plunger I59 carried by the sprocket and adapted to engage in a socket I59 that is formed in the nut.

While the brake band above described may be effective in controlling rotation of the torpedo reel, orthe clutch disks may be employed as a braking means are not to be depended upon to retard descent of the explosive charge that is being lowered into the well for the reason that increased acceleration of the explosive charge is likely to burn out their frictional surfaces to such an extent that slipping and jerking action thereof .will efiect loss of'the explosive charge which more than likely would result in premature explosion and loss of the well.

We therefore provide a more positive means for automatically controlling velocity of the explosive charge whereby it may be selectively lowered at constant velocity, which velocity is reduced as the charge approaches the fluid level, reduction collar liner and bottom of the well.

vThe original braking equipment is therefore simply used for emergency purposes. We also utilize the control mechanism for indicating the descent-conditions of the charge from the time that the charge is lowered into the well until it reaches its proper position in the barrel or at the bottom. of the well, as now to be described.

Fixed to the outer face of the disk 35 and encircling the brake drum 33 is a ring gear I66 having teeth I 3i engaging the teeth I62 of a pinion I63 -mounted on the actuating shaft I64 of a pump I65. The ring gear I60 is provided with inwardly extending lugs I36 that are secured by bolts I61 to aligning lugs I63 on the outer face of the disk 35 of the torpedo reel, as best illus-- trated in Fig. 8.

The pinion I63 is best illustrated in Fig. 9 and is shown as being slidably mounted on a splined head I69 of the shaft I64 so that it may be moved to, and from engagement with the ring gear upon reciprocation of a rod I19 that isslidably mountedin a bearing sleeve I1I carried by the pump I65, the shaft I10 carrying a yoke I12 engaging a groove I13.in the hub I14 of the pinion gear I63. ,The opposite end of the rod I13 carries a lateral extension or handle I15 by which the rod may be shifted in the bearing to move the pinion gear to and from engagement with the ring gear, the pinion gear being retained in either selected position by a pawl latch I13 slidably mounted in the lug-.111 on the sleeve "I and engaging in one of a pair of grooves I18 and I19, the pawl latch being normally urged into engagement with the rod bya spring I33 having one end engaging against the pawl and its opposite end against a plug I3I threaded in the lug I11.

The pump housing is flxed to the inner ends of the cross members 2I and 22 by brackets I32 and I33 and includes a substantially. rectangular block having intercommunicating cylindrical chambers I34 and I35 therein in which are rotatably mounted interineshing pump gears I36 and I31, the gear. I33 being keyed to the shaft I64 and the gear I31 keyed to a shaft I33 rotatably mounted in the pump housing, as in ordinary gear pump construction.

' Rotation of the gears I36 and I31 draws fluid from a supply tank I33 through a conduit I33 through the conduit I34 being selectively throttled by a regulating valve I93 to vary the rotational speed of the gears I33 and I31.

Also connected to the conduit I34 by a branch conduit I91 and responsive to the fluid pressure therein, is a surge chamber I93.

Connected with the surge chamber is a pressure gage I99 for indicating the discharge pressures of the pump and which is positioned so thatthe operator may observe the pressures as the explosive charge is being lowered into the well, as hereinafter described.

with the brake mechanism thus far described, it is apparent that closing the valve I33 will stop operation of the pump gears I36 and I31 due to incomprcsslbility of the fluid. Consequently, stopping of the pump will'also stop unreeling action of-the reel providing the pinion gear I33 is in meshing relation with the ring gear I66 on the reel. 40

When the valve I93 is in wide-open condition, the fluid has free egress from the pump and the reel is free to rotate at its maximum speed and maximum descent velocity of the explosive charge.

By moving the valve to intermediate positions, it is apparent that the speed of the reel may be varied at will from maximum to zero rotational speeds and thereby control velocity at which the explosive charge descends.

It is also apparent that any retardation in velocity of the explosive charge below that set by the valve I96 will cause reduction in the rotational speed of the reel and corresponding decrease in the rotational speed of the pump due to the direct connection of the reel with the pump through the gears I69 and I63. Reduction in the speed of'the pump causes a reduction in pressure on the discharge side of the pump which will be visibly indicated to the operator on the gage I99.

Reduction in the pressure on the gage will show to the operator that the descent conditions of the explosive charge have changed and that the explosive charge is being retarded by the fluid content of the well or perhaps by frictional engagement of the shell on the wall of the well.

As the operator becomes experienced with the conditions encountered, the changes in pressure, as indicated by the gage, will indicate to him the exact conditions in the well, for example, certain pressures will indicate that the explosive charge is moving through water, slightly diflerent pressures that the explosive charge is moving through a fluid of different gravity, such as oil.

Other pressures will indicate that the explosive charge is dragging upon and being retarded by the walls of the well and other pressures that the explosive charge is moving freely through the well casing, while still other fluctuating pressures top of the well, so that by observing the measure meter, together with the pressure gage I99, the depth at which the explosive charge enters the respective fluids may be noted.

This is a most important feature of the present invention in combination with the hydraulic brake and its recording gage because it provides safety in placing the explosive charges and pro- I vides positive information as to position of the torpedo shell relatively to conditions in the well. The measure meter is best illustrated in Figs.

' 2, a, 5, 6, 'z, 17 and 1a and is shown as including a frame 200 carrying upper and lower pairs of wheels 2!, 202, 203 and 204- adapted to operate directly upon the cable 6 as it is being paid from the reel.

The frame 200 comprises a plate portion 205 4 having spaced laterally extending lugs 206 prohowever, are movable to and from engagement,

with the cable, as now to be described.

Pivotally supported on the frame 200 on a pin 2 are bell cranks 2l2 and H3 having arms 2l3' carrying stub shafts H4 and M5 for the wheels 202 and 204. The other arms 2l5' of the bell cranks have facing sockets 2l6 and 2|! for mounting the ends of a coil spring 2| 6 to swing the bell crank outwardly, thereby urging the wheels into engagement with the cable, the tension of the spring being regulated by a thumb screw 2l9 which is threaded into the end of the socket 2H and has its end engaging a follower of the spring 2! to vary the pressure of the wheels on the cable. The wheels 202 and 204 may be locked from engagement with the cable by a latch 220 pivoted on the bell crank M3 and having a notch 22l engageable with a pin 222 on the bell crank 212 whereby the depending arms of the bell crank may be moved toward each other against tension of the spring and latched to prevent the wheels 202 and 204 from engaging the cable to facilitate threading thereof between the pairs of wheels.

To mount the measure meter, the frame 200 has a stud 223 extending from the rear side I thereof which is rockingly mounted in a horizontal bearing 225 on the upper end of a vertical post 226, the post 226 being rotatably mounted in a vertical sleeve 22! carried on the end of a lever arm 228 that is pivotally mounted on a swinging bracket 223 having a pintle 230 that is rotatably mounted in a socket 23| carried on the cross bar I9 previously described. It is thus obvious that the measure meter is free to rock on horizontal and vertical pivots and at varying angles relatively to the reel due to the mounting of the lever 226. a 5

The weight of the measure meter is counter balanced on the bracket 220 by a weight 232 flxed to the free end of the lever arm 228. .A similar socket 233 may be mounted on the bar i9 adjacent the squib reel so that the measure meter 10 may be removed from the socket 23l and applied to the socket 233-for measuring the amount of wire removed from the squib reel.

Fixed in driving relation with the wheels 20l 'and 203 are gears 234 and 235 each meshing with a common gear 236 on acounter 231 carried by the frame 200 and which'registers the number of feet of cable paid from the reel.

In order to control unreeling action of the cable and to effect reeling of the cable in layers on the torpedo reel, we provide 'a' guide member 238 that is slidably mounted on a shaft 233 carried in. brackets 240 and 24! forming'upward extensions of the bearings IN and I02, as best shown in Fig. 2. 25

The member 236 also carries a depending portion 242 sleeved in guided relation with the section I05 of the power shaft to retain it in perpendicular position. Also carried by the member 23615 a post 243 having a vertical slot 244 for passing the cable. p

In order. to effect movement of the guide member across the torpedo reel to efiect layer winding of the cable the shaft 239 carries a pair of right and left spiral cam grooves 245 and 246 having interconnecting portions 241 at the ends thereof, as shown in Fig. 15, whereby a follower 248 that is pivotally'mounted on a pin 249 in a socket 250 in the guide member. is free to move from one groove to the other, as the guide mem- 40 her approaches the respective ends of the reel, the shaft 239 being rotated in timed relation with the reel by a gear 25! meshing with a smaller pinion gear 252 on a stub shaft 253 which carries a gear 254 flxed in driving relation with the small pinion gear and meshing with a pinion gear 255 on a stub shaft 256 also carried by the bracket 24 i. The stub shaft 256 carries a sprocket 25'! which is operated by a chain 258 on a sprocket 253 fixed to the torpedo reel at a point between the clutch member 38 and the. ratchet gear 41, as best shown in Fig. 4.

It. is thus apparent that the guide member is moved to and fro across the front of the reel at speeds in direct proportionv to the rotational speeds of the reel so that the cable is wound and unwound in layers.

The motor of the vehicle may be controlled at a point adjacent the reel controls by a rod 260 that is connected to the engine throttle (not shown) and extends along rearwardly of the frame of the vehicle and carries a knob 26i whereby the rod may be reciprocated to retard or accelerate the speed of the engine to vary the winding speed of the reels.

In order to control rotation of the squib reel, we provide a brake shoe 262 which is mounted on a lever 263 that is carried on a bracket 264 located in the housing in line with the inner disk of the squib reel, as clearly shown in Fig. 5.

The braking end of the lever is normally retained from engagement with the reel by a coil spring 265 that is sleeved over a threaded rod 266 extending through the free end of the brake lever and having its lower end mounted in an ear 291 extending from the bracket 2.

To move the brake into engagement with the periphery of the reel disk, the upper threaded portion of the rod is provided with a hand nut 29' which is adapted to rock the lever against tension of the coil spring 265 and retain the slice in braking position.

In using an apparatus constructed and assembled as described, and assuming that an explosive w is to be placed in the bottom of the well for ooting the producing horizon, the vehicle I carrying the unreeling unit as above descri-- is backed to a point adjacent the derrick 4 so that the torpedo reel is in position in line th the center of the well hole.

The pulley 'I is then adjusts: so that the periphery of the pulley is in ta ential alignment with the center of the well.

The free end of the cable 6 is passed through.

the slot 2 'of the guide member 243, threaded between the wheels of the measure meter, and over the pulley I. The reel brake is then set and the pawl 49 moved into engagement with the ratchet wheel 41 to prevent rotation of the reel.

The sprockets I32 are connected with the sproc ets I56 of the power 'take off mechanisms, and e clutches I52 thereof are moved out of ent with the clutch face of the wheel hat the bearing sleevesare free to rotate within e wheel hubs without driving the wheels of the vehicle when operating the chains. The clutch I", however, is retained in neutral position between the clutch faces of the sprockets H3 and Ill so that neither sprocket is effective in driving the reels.

It is best practice to prospect the well hole by running a' dummy shell into the well and to record the depths at which variations in descent velocity occur in order that the well conditions may be known to the operator prior to placing a torpedo shell. A dummy shell having the same relative size, shape and weight as a torpedo shell is tied to the cable 6 and suspended over the well hole. The rod I10 is then actuated to move the gear I63 into meshing relation with the ring gear I99 on the torpedo reel to operably connect the torpedo reel with the pump which controls and regulates rotational speed of the reel and limits the descent of the charge.

The brake lever 94 is then actuated to release the brake band from engagement with the brake drum on the reel and the pawl lifted to permit rotation of the reel and allow descent of the dummy shell into the well under the force of v y- The rate of descent, however, will be under the braking action of the pump I65, so that the cable can unwind only as fast as the reel is permitted to rotate, the rotational speed of the pump being regulated by the throttle valve I96.

By observing the gage I99, the rate of descent of the dummy shell is noted and maintained at a desired speed by closing or opening the throttle valve.

As the dummy shell descends into the well, it may encounter fluid and other obstructions to affect its rate of descent, which is indicated by fluctuations of the gage I99 in such a manner 'that the operator is informedas to the nature of the body encountered.

During descent of the dummy shell, the measure meter is measuring the torpedo line paid into the well so that by observing the register 231, the operator is informed as to the depths at which the descent variations occur and the total depth ofthe w 11 when the dummy reaches- -the bottom there After the recordings have been made, the dummy shell is removed from thewell. a

This is accomplished by moving the clutch II fl to engage the clutch face of e sprocket wheel Ill to effect rotation of the orpedo reel shaft 28. The clutch lever 65 is then actuated to cause engagement .of the clutch disk with the clutch 10 faces'of the torpedo reel-to effect reverse rotation thereof and winding of the cable 6 on the reel.

As the cable is wound on the reel, the cam shaft 239 will be rotated. to effect reciprocation of the guide member 239 back and forth across 15-- the width of the reel and eflect even winding of the cable thereon. The first torpedo shell is then secured to the cable by a torpedo hook 8' as in conventional practice, filled with nitroglycerin, and lowered into the'well in the same manner as the dummy previously. described. During the descent, the descent velocity of the torpedo is controlled by the operator in conformity tothe recordings previously obtained so that the torpedo may be lowered at speeds best suited to the conditions within the well. As the torpedo nears the point of placement, the speed thereof is retarded and controlled to prevent sudden engagement thereof with "the bottom of the well.

when the line slacks sufficiently, the torpedo hook automatically disengages from the shell as in conventional practice. It sometimes happens that insuflicient slack has been applied to the. line to effect release of the shell, but to assure 3 that the shell is released the cable is raised some distance above the point at which the shell is: placed, and the clutch lever 65 is actuated toeffect release of the reel, and reverse rotation thereof under weight of the cable in the well. i

The operator then observes the reading on the. gage I99 and if it indicates the same pressures as those registered at the time the shell was moving through the same portion of the well, it will show to him that the shell has not been-released, but is still depending from the cable.

If this is the case, the shell will be returned to the bottom of the well and another attempt made to release it. I

If, when the operations are repeated, a diil'er 50 ent registration is recorded on the gage I99,"it will show that the shell has been released and the cable is ready to be removed from the hole preparatory to'lowering succeeding shells and ex plosion of the charge by conventional methods.

The clutch lever is then actuated to reengage the reel for rewinding' the cable thereon and completing the operation.

After the cable is removed, the required amount of fluid, or other stemming, is introduced into the well.

If the job is to set a squib in the casing, tubing or drill pipe, or adjacent tools that are to be sidetracked, the cable on the squib reel is run over the pulley I andithe squib is lowered into the well and stopped by the brake 262 whenkit reaches the position at which it is to be set.

After the squib has exploded, the remainin portion of the wire may be removed from the well by actuating the clutch lever 91 to cause the clutch disks for the squib reel to engage the clutch faces of the reel.

When the clutch III has been moved into engagement with the clutch face on the sprocket 7t wheel 3, the squib reel will be rotated in reverse direction to rewind the wire.

When the squib reel is in use, the measure meter may be supported by the socket 233 to register the amount of wire paid into the well as described in the instance of the torpedo reel.

From the foregoing, it is apparent that we have provided a cable reeling apparatus whichmay be conveniently transported from one location to another and which is actuated to control descent of an explosive charge in direct coniormity to the actual conditions through which the explosive charge is moving, thereby eliminating many of the hazards common to setting high explosive charges.

What we claim and desire to secure by Letters Patent is:

1. In an apparatus of the character described, a reel, a cable wound on the reel for lowering an explosive charge into a well, hydraulic braking means connected with the reel, an indicator actuated through said braking means for indicating fluctuation in rate of descent of the explosive charge in the well, and a measure meter operated by the cable to register depth of the explosive charge in the well in coordination with said fluctuations whereby the depth and velocity readings may be determined simultaneously.

2. In an apparatus of the character described, a support, a reel on the support, a cable wound on the reel for lowering an explosive charge into a well, an indicator for indicating fluctuation in rate of descent oi the explosive charge in the well, means operably connecting the indicator with the reel, a measure meter engaging the cable to register depth of the explosive charge in the well simultaneously with the fluctuations, and means for universally mounting the measure meter on the support for movement with changing angle of the cable relatively to the reel.

3. In combination with a motor vehicle, a reel carried by the vehicle, a cable wound on the reel for lowering an explosive charge-into a well, hydraulic means on the vehicle controlling unwinding of the cable from the reel to regulate descent rate of the explosive charge, means connected with said hydraulic means for indicating descent variation of the explosive charge in the well, a measure meter engaging the cable to register pay of the cable from the reel 5 whereby the depths and velocity readings may be determined simultaneously, and means for universally mounting the measure meter on the vehicle to follow angular pay of the cable from the reel. 1o

4. The method of setting an explosive charge in a well including lowering a dummy shell into the well, recording variations in descent velocity of the dummy shell during the time it is being lowered into the well, simultaneously recording 15 the depths at which said variations occur, removing the dummy shell from the well, lowering an explosive charge into the well, and regulating descent of the explosive charge in conformity with said recordings. 20

5. The method of setting an explosive charge in a well including lowering a dummy shell into the well, recording variations in descent velocity of the dummy shell, simultaneously recording depths at which said variations occur, removing 25 the dummy shell from the well, lowering an explosive charge into the well, and regulating descent velocity of the explosive charge at the points at which said variations occur as indicated by said recordings.

6. The method of setting an explosive charge in a well including lowering a dummy shell into the well, limiting the descent velocity of the shell to a predetermined maximum, recording variation in velocity from said predetermined maxias mum velocity, simultaneously recording depths at which said variations occur, removing the dummy shell from the well, lowering an explosive charge into the well, maintaining the same maximum descent velocity as that of the dummy 4" shell, and regulating the descent velocity oi the explosive charge in direct conformity with said recordings.

CHESTER A. MA'I'HEY. PAUL F. LEWIS. 45 

